Steam-engine.



E. GARST. STEAM ENGINE.

. APPLICATION FILED NOV'. 2, 1907.

950,906., Patented Mar. 1, 1910.

5 SHEETS-SHEET 1.

INVENTOH ATTORNEYS E. GARST. STEAM ENGINE.

5 SHEETS-$133111 2.

R rm k R5 W/TNESSES l/VVE/VTOH l lidm'n 665215-22 Patented Mar. 1, 1910.

E. GARST. STEAM ENGINE.

APPLICATION FILED NOV. 2, 1907.

Patented Mar. 1, 1910.

5 SHEBTS-SHEET 3.

W/T/V'ESSES I MATTOHNEYSI E. GARST. STEAM ENGINE. APPLIGATION FILED NOV.2, 1907.

Patented Mar. 1,1910.

V 5 SHEETS-SHEET 4.

INVENTOH Eda/5'72 @2196 ATTORNEYS E. GARST.

STEAM ENGINE. APPLICATION FILED NOV 2. 1907.

PatentedMar. I, 1910.

6 SHEETS-811E121 5.

WITNESSES Edwin (01255 8) died ATTORNEYS IINITED STATES PATENT OFFICE.

EDWIN GARST, OF DAYTON, OHIO, ASSIGNOR OF'ONE-HALF "IO HAMLIN GARST', OFDAYTON, OHIO.

STEAM-ENGINE.

Specification of Letters Patent.

Patented Mar. 1, 1910.

Application filed November 2, 1907. Serial No. 400,369.

To all whom it may concern:

Be it known that I, EDWIN GAnsr, a citizen of the United States,residing near Dayton, in the county of Montgomery and State of Ohio,have invented a new and Improved Steam-Engine, of which the following isa full, clear, and exact description.

The invention relates to single-cylinder reciprocating steam engines,and its object is to provide a new and improved steam engine, arrangedto insure an easy and uni form running under varying loads, and to allowadjusting of the engine according to the work and to cause the engine torun in either a forward or a backward direction.

The invention consists of novel features and parts and combinationsofthe same, which will be more fully described hereinafter and thenpointed out in the claims.

A practical embodiment of the invention is represented in theaccompanying drawings forming a part of this specification, in whichsimilar characters of reference indicate corresponding parts in all theviews.

Figure 1 is a side elevation of the improvement; Fig. 2 is a plan viewof the same, parts being in section and the steam chest covers beingremoved; Fig. 3 is an enlarged sectional side elevation of the enginecylinder and the valve mechanisms for the admission and exhaust of themotive agent, taken on the line 3--3 of Fig. 2; Fig. i is an enlargedsectional side elevation of the governor and the releasing device forthe admission valves, taken on the line l4t of Fig. 2; Fig. 5 is anenlarged side elevation of the cam for the admission valve shiftingdevice; Fig. 6 is a plan view of part of the same; Fig. 7 is an enlargedside elevation of the actuating device for the admission valves, thesection being on the line 7-7 of Fig. 2, and Fig. 8 is a plan view ofcarrier for the cams employed for opening and releasing the exhaustvalves.

On the engine frame A is mounted the cylinder B, in which reciprocatesthe piston C having its piston rod C attached to the usual cross head CThe cross head is connected by a pitman C with the crank arm D of theengine shaft D, and the engine shaft is provided with a pulley E,carrying a centrifugal governor, as hereinafter more fully described.The ends of the cylinder B are provided with the admission ports a andZ) and the exhaust ports a and cl, the said chest F.

admission ports a and 2') leading into the valve chests F and F whichare connected with each other, as shown, by a channel F having aconnection F with the steam supply pipe, so as to supply both chests Fand F with live steam. In the steam chests F and F are the slide valvesG, G controlling the admission ports a and b. The said valves have theiryokes G G provided with stems G G which extend toward each other to theoutside of the steam chests F and F, the outer ends of the said stems GG being provided with heads G G which are engaged at their inner facesby levers H, H, fulcrumed on a rod I-I pivoted to a bracket attached tothe steam The lever H is engaged by a button H held on a rod I-I mountedto slide longitudinally in suitable bearings arranged 011 the steamchests F and F, and the said button H is pressed on by a spring H coiledon the rod H and resting with its outer end on a collar H adjustablyattached to the rod H to permit the tension of the spring H to beregulated. The rod H is pivotally connected at H with the lever H, andas the said rod H is spring-pressed and the said button H engages thelever H, it is evident that the latter holds the admission valve Gnormally in a closed position, while the steam pressure holds theadmission valve G normally in a closed position.

Now in order to open the valves G and G against the tension of thespring H the following shifting device is provided: Between the heads G,G extends one end of a transverse shifting lever I fulcrumed at or nearits middle at I on a bracket A. The other end of said lever I ispivotally connected with the rod I of a slide I receiving a periodicsliding movement to actuate the lever I to cause said lever I to openeither of the admission valves G or G against the tension of the springH as hereinafter more fully explained. Now when the several parts are inthe position shown in Figs. 1, 2, 3 and 4, the valve G is held open bythe lever I and against the tension of the spring H while the otheradmission valve G is held in a closed position by the action of thespring H The rod I of the slide I is mounted to slide in a suitablebearing arranged on a bracket A and the slide I is provided with anelongated recess I into which fits a bearin A forming an exten sion ofthe bearing for the main shaft D, the said hearing A being held on theframe A of the engine.

Now in order to impart a periodic sliding movement to the slide 1 thefollowing arrangement is made: Levers J and J are fulcrumed at or neartheir middle at J and J on the slide 1 and the outer ends of the saidlevers J and J carry friction rollers J", J 5 adapted to be engaged by acam K adjustably secured to the inner face of the rim of the wheel orpulley E which is secured on the main shaft D, as previously mentioned.The levers J and J normally rest upon stops L and L adjustably securedin slots 1 arranged on the slide 1 and the lever J is held against itsstop L by the action of a cord or chain J attached thereto, and carryinga weight J, as plainly indicated in Figs. 5 and 15. The other lever J isheld against its stop L by the self-balancing friction roller Now whenthe engine is running, the rotation of the wheel E brings the cam Kalternately in contact with the friction rollers and J so as toperiodically shift the slide I in a longitudinal direction forward andbackward, to move the valves G and G alternately into open positionsagainst the tension of the spring H The cam K is provided with slottedflanges K (see Figs. 5 and 6), which are engaged by bolts K foradjustably secur ing the cam K to the rim of the wheel E. The said cam Kis provided near each beveled end with the cam portions 12 and 34, ofwhich the cam portion 12 en gages the friction rollers J J to shift theslides longitudinally when the engine is running forward, that is, whenthe shaft D and the wheel E are turning in the direction of the arrow(4. hen the engine is set for running in the reverse directit n then thecam portion 3 lacts on tle friction rollers J*, J for shifting the slideP longitudinally. Now during the time the cam portion 12 (or 3-4.) is inengagement with the friction roller J", the slide I is shifted in thedirection of the arrow 7) to open the valve G, and when the said camportion 12 is in engagement with the friction roller J then the slide I"is shifted in the reverse direction of the arrow 1) to open theadmission valve G. During the time the concentric portion of the cam Kextending from 2it (-l2) is in engagement with the correspondingfriction roller J 4 or J the corresponding valve G or G is held openuntil the corresponding lever J or J is tripped by the releasingmechanism, to be presently described, so that the spring H can instantlyclose the corresponding valve G or G, thus cutting otf the steam at thedesired point.

A friction roller N on the end of a revolu- V ble arm N is adapted toengage the inner end of the lever J or J, and the hub N of the arm X ismounted to rotate loosely on an extension E of the lmb of the wheel ll(see Fig. Around the hub X of the arm X are passed the sprocket chainsand t), secured at one point by a suitable fastening device to the hubN", and the ends of the said sprocket chains and t) are secured to theterminals of hell. crank levers l and l fulcrumed at l and l on the rimof tln wheel E. The said bell crank levers l and l" are .provided on onearm with weights l and l for swinging said levers outwardly when theengine is running and the wheel ii is to tating. Springs Q and t1 heldon the wheel E are connected by links Q, (.1 with the other arm of thebell crank levers l and l how when the engine is running. the weights 1,1 swing outward. and swing the hell crank levers l and 1 against thetensiane t l their springs (.1 which causes the chains and t) to rotatethe hnl) X of the arm X. to change the position of the arm X whereby tobring the friction roller N sooner or later in contact with the innerends of the levers rl and J. The contact of the roller with the leversmoves the friction roller J or J" out of engagement with the cam K. andreleases the slide 1 and the lever I, thus permitting the spring H toinstantly clo--1e the valve G or G. The cam K is atiljnstable on thewheel E. in order that the lead of the valves G and G may be varied, tovary the speed of the engine. When the cam K i advanced in the directionof the arrow ll, the speed of the engine is increased and when it ismoved in the opposite direct'it n. the speed is decreased.

The slide I is provided with a fricti n roller l (see Figs. 1 and 2).which is adapted to abut alternately against the free ends ol springs Rand R attached to the main frame A, in order to hold the slide Inormally in a central position and to check its momentum when shifted bythe action of the cam K on the friction roller J or J.

The exhaust ports a and (I open into exhanst chests I. and F. in whichare mount ed to reciprocate exhaust valves; t and 5" adapted to connectthe parts and I, wiih ports 0 and leading front the chests l. l' to anexhaust pipe F. The exhaust pipe has an outlet i for carrying theexhaust st am to a suitable place of discharge. The exhaust valves 6 andS are engaged by yokes S S having their valve stems t and S extendingtoward each other. and the terminals of the valve stems carry heads 5.is which are engaged by levers 'l. T. similar to the levers H and Ti.The lever T is engaged by a button T pressed on by a spring T held on arod 8*, similar to the button ll. spring H and rod ll, so that furtherdcscription of this part tf the mechanism is not deemed necessary, itbeing understood this takes place the slide I that by the action of thespring T the valves S and S are normally held in a closed position. 1Between the heads S and S extends the free end of an arm U secured on alongitudinal rod U, mounted to slide in suitable bearings A arranged onthe cylinder l3, and the said rod U is pivotally connected with a leverU fulcrumed at its lower end at U on the main frame A. The upper end ofthe lever U is in the form of a fork, carrying at its terminals doublefriction rollers L, U engaged by cams V and V mounted on the hub D of acam carrier D secured to the wrist pin of the crank arm D, so as to turnwith the latter when the engine is running. The cams V and V areprovided with elongated segmental slots V V which are engaged by a boltV also held on the carrier D to securely fasten the cams V and V inposition on the carrier 1), and to permit the adjustment of the cams toopen the valve S or S sooner or later, as may be desired. Set screws Vscrew in the hub D and engage the hubs of the cams V and V, to assist inholding the cams firmly in position on the cam carrier D The front cam Vis shaped to act on the friction rollers U and U to impart a swingingmotion to the lever U to shift the rod U longitudinally. The shifting ofthe rod causes the arm to move either valve S or S into an open positionagainst the tension of the spring T and the rear cam V acts alternatelyon the friction rollers U U to permit the ex haust valves S and S toclose by the action of their spring T From the foregoing it will be seenthat the exhaust-valves S and S are wholly independent in opening andclosing the admission valves 1 and G, and the exhaust valves S and Shave an independent opening and closing relative one to the other. Bothsets of valves, however, that is, the admission valves G, G and theexhaust valves S, S, close by the action of their springs H and Trespectively.

The operation is as follows: When the several parts are in the positionillustrated in Figs. 1, 2, 8 and l, and the engine is running, then thevalves G and S are open, I while the valves G and S are closed, so thatlive steam can pass from the steam chest 13 by way of the valve G andport a into the outer end of the cylinder B, to push the piston Ctherein forward in the direction of the arrow 0. The exhaust steam infront of the piston G can now pass out of the cylinder B by way of theports (Z, f, valve S and exhaust pipe F. The rotation of the main shaftD and the wheel E with its centrifugal governor causes the arm N torevolve, so that the friction roller N finally comes in contact with theend of the lever J, whereby the lever J is tripped, and when rodl? andlever I are released, 'topermit the spring H to immediately close thevalve G to shut off the steam from the cylinder B at the desired pointof cut-off. Now it is evident that when the engine is running beyond anormal rate of speed, the centrifugal governor by the action of itsweighted levers P and P causes the turning of the arm N, to bring thefriction roller N sooner into engagement with the lever J, whereby torelease theslide I rod 1 and lever I correspondingly sooner, and topermit the valve G to close sooner and thus cut off the steamcorrespondingly soon. When the piston C reaches the end of its stroke ina forward cam portion 1-2 of the cam K comes in contact with the otherfriction roller J and on the advancement of the cam K the frictionroller J travels on the cam portion 1-2, so that the slide 1 is shiftedfrom the right to the left, whereby the lever I engages the head G topush the valve G into an open position. W hen this takes place, the livesteam passes from the steam chest F by way of the port 0 into the innerend of the cylinder B, to cause the piston C to travel in the reversedirection of the arrow, that is, outward on its return stroke. Now inaccordance with the speed of the engine, the lever J is tripped by thecentrifugal governor sooner or later, to release the slide 1 and leverI, to permit the spring H to close the valve G at the desired point ofcut 015. The exhaust valves S, S are controlled by a release gear, whichis not, however, automatic in its action as is the release gear for theadmission valves G, G, as above explained, but the exhaust valve releasegear can be set by the operator to open and close the exhaust valves atany point of the stroke of the piston C. The rotation of the carrier Dturns the cams V, V so that the latter alternately act on the frictionrollers U, U to open the exhaust valves S, S at the proper time, and torelease the arm U whenever it is desired to allow the spring T to closethe exhaust valves S and S. Now as the cams V and V are adjustable 'onerelative to the other and relative to the carrier D it is evident thatthe exhaust valves can be opened and allowed to close by the action oftheir spring T whenever desired.

In order to run the engine in the reverse direction, it is onlynecessary to change the position of the cam K diametrically on the wheelE and to shift the chain J and its weight J 7 from the lever J to thelever J and to reverse the cams V and V relative to each other. and thewheel E turns in the reverse direc tion of the arrow as then the camportion 3-4: of the cam K acts alternately on the friction rollers J 5and J to shift the slide I so as to open the valvesG, G alternately,

direction. then the When the engine is running Cir to admit steam to thecylinder B in the re- 1 tension of their verse order, as abovedescribed, so that the engine is caused to run backward.

It is understood that the levers J and J are normally disposed inlongitudinal di- I rection and hence the inclined portion l2 of the camK in engaging the friction rollers J J 5 causes an alternate shifting ofthe levers J, J and hence of the slide i from the left to the right andfrom the right to l the left as long as the wheel E rotates in the ldirection of the arrow a When the engine is set for running in thereverse direction the inclined portion 3- l of the cam K becomes theactive one and successively eir i gages the friction rollers J J toshift the levers J and J and hence the slide 1 fro=n the right to theleft and from the left to the right respectively.

Having thus described my invention, 1 claim as new and desire to secureby Letters Patent:

1. A steam engine provided with spring- 1 pressed admission valvesnormally closed by the action of their spring, a shifting lever forengagement with the stems of the said admission valves, a slideconnected with the said shifting lever, levers fulcrumed on the saidslide, a revoluble cam for alternately engaging the said slide levers tomove the slide alternately in opposite directions for opening theadmission valves against the I tension of their spring, and an automaticf releasing device for the said slide levers to l disengage the samefrom the cam to allow the admission valves to close by the action 1 oftheir spring.

2. A steam engine provided with springpressed admission valves normallyclosed by 1 the action of their spring, a shifting lever for engagementwith the stems of the said admission valves, a slide connected with thesaid shifting lever, levers fnlcrumed on the said slide, a revoluble camfor alternately engaging the said slide levers to move the slidealternately in opposite directions for opening the admission valvesagainst the tension of their spring, a releasing arm for alternatelyengaging the said slide levers to move the same out of engagement withthe said cam, and a governor connected with the i said releasing arm forcontrolling the position thereof to release the slide lovers from thecam and allow closing of the admission valves by the action of theirspring.

8. A steam engine provided with springj pressed admission valvesnormally closed by 9 the action of their spring, a shifting lever orengagement with the stems cf the said admission valves, a slideconnected with the said shifting lever, evers fulcrumed on the saidslide, a revoluble cam for alternately engaging the said slide levers tomove the slide alternately in opposite directions for opening theadmission valves against the l for engagement with the I said shiftinglever,

j to I alternately i said cam, a

, arm to carry I the same mdepcndent of the wheel.

secured to the bell crank levers and spring, a releasing arm for ralternately engaging the said slide levers to 1 move the same out ofengagement with the and cam, a wheel on the Engine shaft carrying thesaid cam, and a centrifugal governor on the said wheel controlling thesaid rcl-easing arm.

1. ll. steam engine provided with springprcssed admission valvesnormally closed by the action of their spring, a shifting lever stems ofthe said admission valves, a slide connected with the levcrs fulcrumedon the said, slide, a rcvoluble cam for alternately engaging the saidslide lcvcrs to more the slide alternately in opposite directions foropening the admission valves against the ion of their spring, areleasing arm for engaging the said slide lovers to move the same out ofengagement with the wheel on the engine shaft carrying the said cam, thesaid releasing arm be ing mounted to turn on the hub of the said wheel,and a governor mounted on the said wheel controlling the position of thesaid releasing arm and carrying it around.

i. steam engine provided with a wheel on the engine shaft, a centrifugalgovernor on the said wheel, a cam rn the said wheel, an actuating devicefor opening the admisthe said actuating device to disconnect the latterfrom the said cam, the said releasing arm being carried around by thesaid governor and its position controlled by the latter.

(3. A steam engine provided with a wheel. a cam on the wheel, weightedspring-pressed bell crank levers fulcriuned on the said wheel. areleasing arm mount-ed to turn loosely and axially on the said wheel,chains secured to the bell crank levers and passing around the hub ofthe said releasing the arm around and to turn T. A steam engine providedwith a wheel. a cam on the wheel. weighted springpressed bell cranklevers fulcrumed on the said wheel, a releasing arm mounted to turnloosely and axially on the a rid wheel, chains pas ing around the hub ofthe said r-clmishig arm to carry the arm around and to turn the sameindependent of. the wheel, and means for curing the chains in place onthe hub of the arm.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

EDlVlN GARST. ll itnesses:

TIIEO. G. Hos'rnn, Evnnano B. MARsHaLL.

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